We first rode the new Multistrada S at its world launch in early 2025, and while it was good fun in Valencia, the real test was always going to be how this bike felt on our roads.
Multistrada V2 Design
Based on an entirely new platform, the latest Multistrada V2 has the potential to make greater improvements than any of its predecessors that have always been evolutions of the previous version. And sure enough, it does take some drastic steps, the biggest of them being an 18kg weight reduction, which brings it down to just 202kg or this V2 S model. Of course, Ducati likes to share wet weight without fuel, so when you factor in the 19-litre fuel tank being 90 percent full, this bike weighs 215kg, which is still on the light end of this class.
Lighter it may be, but this still isn’t a small bike by any means. The design has evolved, but it’s still very Multistrada with a huge-looking fuel tank and a wide handlebar that puts you in a bit of a stretch when you turn it all the way to one end. The seat height is adjustable by two levels, from 830 to 850mm. If you buy the V2 S with the electronic suspension, you can also set it to drop to minimum preload at the rear when it’s at low speeds or at a standstill. That brings in another 8mm drop, which could make all the difference for shorter riders.
Seat height 830 - 850 mm | Wheelbase 1572.5 mm | Ground Clearance 170 mm |
Multistrada V2 Ride Comfort
The suspension is the main difference between this and the base V2, and it adds a whole Rs 2 lakh to the price. Whether it’s worth that much, I’m not sure, but it is a genuine pleasure – no, a genuine luxury – to have a bike change the way it soaks in the road at the hit of a button. You can set up the preload to account for a pillion and/or luggage and you can also select between three preset damping modes, or individually set up the damping response in each mode in five levels – Softest, Soft, Medium, Hard and Hardest.
There is a noticeable difference in suspension response based on what mode it is in, but the Multistrada never has the plushness of rival ADVs like the Tiger 900 GT. It can deal with rough and broken roads well, but not in a typically uber-absorptive ADV way. Off-road capability is limited to being able to get you through some light trails, but if that’s what you’re interested in, then you should consider the DesertX. On the plus side, the connection and control it gives you when attacking corners will have you struggling to believe that there’s 170mm of wheel travel at both ends – the handling is unparalleled in this class, and it feels noticeably lighter and more agile than its predecessor.
Front Tyre Size 120/70 - ZR19 | Rear Tyre Size 170/60 - ZR17 | Front Brake Size 320 mm |
Rear Brake Size 265 mm | Front Suspension Type Ø 45 mm fully adjustable USD fork, electronic compression and rebound damping adjustment with Ducati Skyhook Suspension | Rear Suspension Type Fully adjustable monoshock, electronic adjustment with Ducati Skyhook Suspension, aluminium double-sided swingarm |
Multistrada V2 Performance and Refinement
None of this is new, as this bike has had the electronically adjustable suspension since the 950 S two generations back. What is completely new is the 890cc V-twin, and the first bit of good news is that the move to valve springs has led to longer, 45,000km intervals between valve clearance checks, which should address a common concern with Ducati ownership. Then there’s the way it runs.
It does some things quite differently while staying very familiar in other regards. Let’s start with what’s different, and that primarily comes down to how it behaves at both extremes of the rev range. At low revs, it feels smoother and less lumpy than the previous motor, but it also revs harder – all the way to 11,000rpm – with peak power coming around 2,000rpm higher than on the old 937cc motor. The sound is also different, with a cleaner note at low revs and an exciting snarl as you approach the redline – although it has lost a bit of the old engine’s mid-range bark. I do think it sounds better overall, but that’s mainly because it sounds better at low revs – which is where we spend so much time here in India.
On that note, the things that have not changed are that it still hates being under 2,000rpm and will easily stall if you go below that in traffic. Compounding that issue is the fact that the clutch can get painfully heavy in crawling traffic, and that the tall gearing means you cannot carry higher gears at low speeds. While there are no direct blasts of hot air hitting the rider, there is still plenty of heat that you will feel emerging from the engine when trapped in traffic. Essentially, the bike is a pain to deal with in jammed big city traffic, and unfortunately, this is a situation that is very hard to avoid.
Show it an open road and the engine is a superstar. Acceleration is violent enough to make the front wheel light in the first two gears – or lift it right up if you turn the wheelie control system off. It is heaps of fun to whack the throttle open, and if you find an open stretch, it can sit at seriously high speeds. We’re talking about effortlessly cruising at upwards of the top speeds that almost all locally manufactured bikes can achieve. Where you can (and whether you should!) do this on our roads and for how long is a completely different question, but when it comes to being able to effortlessly cover ground at huge speeds, the V2 is class-leading.
Engine Displacement 890 cc | Max Engine Power 115.56 bhp @ 10750 rpm | Max Engine Torque 92.1 Nm @ 8250 rpm |
Number of Gears 6 |
Aiding the V2’s highway skills is an adjustable windscreen that works very well and very comfortable seating ergonomics. The only thing that could be nicer is the firm seat that had me feeling sore after about 45 minutes.
Multistrada V2 Price and Verdict
The Multistrada V2 is much the same as before in that it offers you a sporty riding experience that none of its rivals can match, but it also makes you work for it once you return to the big city. Like before, it’s also a bit too expensive – in fact, even more so this time around.
Priced at Rs 21 lakh (ex-showroom), the V2 is not only vastly more expensive than the 900cc competition from Triumph, it’s even marginally more expensive than the Tiger 1200 GT Explorer. Granted, Triumph hasn’t raised its Tiger 900 prices since the new GST rates kicked in, but there’s also the fact that the V2 S is uncomfortably close to the BMW R 1300 GS that starts at Rs 23.25 lakh.
What also doesn’t do it any favours is that you would expect more equipment at this price. Heated grips and tyre-pressure monitoring are optional extras, and Ducati has even removed the keyless start that you used to get on its predecessors.
With all this considered, the Multistrada V2 ends up being for Ducati purists and loyalists, particularly those who want that inimitable Ducati V-twin riding experience, but with some much-needed comfort to better deal with our roads and riding conditions.
Ved Janve
Azaman Chothia
Autocar India News Desk
